Means for injecting a plurality of motor fuels into internal combustion engines



Sept. 13, 1938. E. E. HANS MEANS FOR INJECTING A PLURALITY OF MOTOR FUELS INTO INTERNAL COMBUSTION ENGINES Original Fil ed June 13, 1933 5 Sheets-Sheet 1 INVENTOR.

ATTORNEY.

Sept. 13, 1938. E. E. HANS MEANS FOR INJECTING A PLURALITY OF MOTOR FUELS INTO INTERNAL COMBUSTION ENGINES Original Filed June 13, 1953 5 Sheets-Sheet. 2

gill/[1111,1111]! '"M 1 INVENTOR.

ATTORNEY.

Sept. 13, 1938. E. E. HANS MEANS FOR INJECTING A PLURALI'I" I OF MOTOR FUELS INTO INTERNAL COMBUSTION ENGINES Original Filed June 15, 1933 5 Sheets-Sheet 3 Sept. 13, 1938. E. E. HANS MEANS FOR INJECTING A PLURALITY OF MOTOR FUELS INTO INTERNAL COMBUSTION ENGINES Original Filed June 13, 1933 5 Sheets-Sheet 4 INVENTOR ATTORNEY Sept. 13, 1938. E. E. HANS 2,129,930

MEANS FOR INJECTING A PLURALITY F MOTOR FUELS INTO INTERNAL GOMBUSTION'ENGINES Original Filed June 13, 1953 sheets sheet '5 3a? 5 a I 47' 5 I ATTORNEY.

Patented Sept. 13, 1938 UNITED STATES PATENT OFFICE MEANS FOR INJECTING A PLURALITY 0F MOTOR FUELS INTO INTERNAL COMBUS- TION ENGINES Edmund E. Hans, Detroit, Mich.

9 Claims.

This application is a substitute for application #675,598, filed June 13, 1933.

This invention is not just a way of using two fuels by shifting from one fuel to another. Alcohol is used in my invention to quench or eliminate the ping or'knock in the combustion chamber of an internal combustion engine the very instant it appears, by an automatic thermostat control valve, after the temperature of the motor has risen to the point where the common gasoline has reached its useful limit, thereby protecting the lubricating oil from being contaminated with alcohol and eliminatingrpossible rusting or corrosion and saving the use of alcohol during the warming period.

The benefit derived from the use of alcohol as a fuel is an additional contribution. By automatically releasing slugs or meager quantities of alcohol with common gasoline as a motor fuel at intervals over the entire high power, wide or nearly wide open throttle range to a speed where pinging is no longer noticeable. Alcohol is automatically cut-out before pinging disappears, this being accomplished by adjusting the lever on cowl or dash which controls the length of time alcohol is in use. \A light on the dash signals when alcohol is on or off. If the motor pings up miles per hour with wide or nearly wide open throttle, the lever is then adjusted to cutout alcohol at 25 or 30 miles per hour, thus saving the alcohol not required up to a speed of 40 miles per hour, there being suflicient alcohol inthe manifold and combustion chamber to quench any possible ping up to 40 miles per hourd- Under these driving conditions this-adjustment feature is a complete revelation to the carburation system. It is possible to cut in and out the use of alcohol at any desired speed over the entire driving range. Over a speed of approximately 60 miles per hour the average car would not require the use of alcohol as the pinging is practically nil. Again, we have a complete revelation in the internal combustion engine contrary to present practice increasing combustionflchamber compression by approximately 40% with the use of common gasoline resulting in a saving of over 20% in fuel costs, together with considerable increase in horse power. The cost of alcohol is twice that of ordinary gasoline, yet the total fuel cost is considerably less than that of the present low compression motors.

Adjacent to this adjustment, also within reach of the operator, is another control to'regulate the metering cam which proportions the use of the two fuels. The motorist can at once detect the slightest variation in the quality of the com mon gasoline, because at all times he is informed as to the full value of the two fuels used. Changing to another fuel he will at once detect its quality. Here is another complete revelation in the carburation system.

This invention also makes possible the use of a very low grade of motor fuel no matter what its anti-knock qualities may be in combination with the use of alcohol. The use of the above stated fuel is adjusted to its highest useful limit at which time the alcohol automatically blends with the same in the required proportion after the adjustment is made on the dash, thereby giving the motorist the full value .of a low grade fuel. Thus he can venture in the fuel market and ascertain the various qualities obtainable,

then make his decision as to which is most satisfactory and economical. The motorist no longer need rely on recommendations of others, he is master of the situation.

There have been many unfoldments in this invention. With the motor in action pinging and knocking may occur under different driving conditions, therefore adjustment is always available to suit the individual. One who drives gently would use little or no alcohol and still be able to maintain the required speed for ordinary traflic.

There'is also provided an automatic means for instantaneous application of the use of alcohol to quench the ping before the common gasoline has had an opportunity to reach the combustion chamber. This is an added feature to the governor control which in itselfcould not accomplish this whenever the throttle is opened with great rapidity at any driving speed. This added feature can be so adjusted that a sufficient slug of alcohol may be released in the carburetor to quench the ,ping during the entire accelerationfrom a standing start to approximately 30 miles per hour, mostly needed in city traflic driving.

This invention also provides for more economical use of motor fuel by a vacuum metering valve to enrich the mixture at low speed wide open throttle and cuts out at any desired speed resulting in greater power at low speed and is more economical at high speed.

In my two-bowl carburetor'design, the bowl which contains the alcohol is forward of the bowl containing common gasoline, so that when the car is moving forward the alcohol will go into the combustion chamber'bei'ore the common gasoline. p

The above and other objects will appear more fully from the following more detailed description nd by reference to the accompanying drawings I orming a part hereof wherein:

Fig. 1 is a side view of an engine incorporating n y novel fuel system;

Fig. 2 is a diagrammatic view, basic operation of the fuel control;

Fig. 3 is an enlarged diagrammatic view of the cam shown in Fig. 2 illustrating the metering action of said cam;

Fig. 4 is an end view of Fig. 3;

Fig. 5 and Fig. 6 are alternate constructions of Fig. 2;

Fig. 7 is a diagrammatic view of a carburetor, illustrating the valve control of fuel;

Figs. 8 and 9 are fragmentary views showing the detail operation of the valve shown inFlg. 8;

Fig. 10 is an alternate construction of the carburetor, shown in Fig. 6, incorporating a plunger type valve;

Fig. 11 is a central sectional view of a carburetor, incorporating a view of valve operation for showing the regulating the fuel supply at various speeds of the engine;

Fig. 11a is a detail of metering valve and metering plug shown in Fig. 11;

Fig. 12 is a section taken substantially on the line |2|2 of Fig. 11 illustrating the operation of the valve control;

Fig. 13 is a section taken substantially on the line |3|3 of Fig. 12;

Fig. 14 is a fragmentary sectional view taken substantially on line |4-|4 of Fig. 13;

Figs. 15, 16 and 17 are fragmentary diagrammatic views showing the operation of the valve control incorporated in said carburetor;

Fig. 18 is an alternate construction of the valve incorporated in Fig. 11;

Fig. 19 is a diagrammatic view of an oil control used to supplant the thermostatic control shown in Figs. 2 and 5;

Fig. 20 is a side view of an engine incorporating a new novel and alternate type of fuel control, using an electrically operated system;

Fig. 21 is a diagrammatic view of a carburetor, illustrating the valve control of the fuel;

Fig. 21a is an enlarged fragmentary perspective view showing a method of operating the valve controlling the fuel in the carburetor;

Fig. 22 is a central sectional view of the governor;

Fig. 23 is a section taken substantially on the line 23-23 of Fig. 20;

Fig. 24 is a fragmentary section taken substantially on the line 24-24 of Fig. 20;

Fig. 25 is a fragmentary end view of Fig. 23 showing the contact point being variable;

Fig. 26 is an electric diagram view showing the complete circuit incorporated in my invention;

Fig. 27 is a fragmentary view of the dash control or metering adjustment;

Fig. 28 is a central sectional diagrammatic view of a carburetor illustrating a method of injecting alcohol into the cylinders whenever the throttle is opened suddenly;

Fig. 29 is an alternate construction of Fig. 28, of which Fig. 30 is a central sectional diagrammatic view of the carburetor;

Fig. 31 is a fragmentary sectional view taken substantially on line 3|3|. of Fig. 29 in which the thermostat and valve are shown in full so as to more fully show the operation of the same;

Fig. 32 is a fragmentary sectional view taken substantially on line 32-42 of Fig. 31, of which the spiral bi-metal thermostat is shown in full so as to show more fully the-operation of the same;

Fig. 33 is a fragmentary sectional view taken substantially on line 33-43 of Fig. 31;

Fig. 34 is a fragmentary view of an alternate construction of Fig. 24 showing a method of making a contact before butterfly valve opens;

Fig. 35 is a fragmentary sectional view taken substantially on line 35-35 of Fig. 34. The lever arrangement is shown in full to more fully illustrate the operation of same;

Fig. 36 is a fragmentary sectional view taken substantially on line 38-38 of Fig. 35 illustrating the method of holding valve in position by a weight.

Referring now to the drawings. the numeral 30 designates the conventional type of motor block found in the modern automobile. Numeral 3| designates the intake manifold built adjacent the exhaust manifold 32 and is so constructed that a portion of the intake manifold 3| is tightly fitted to exhaust manifold 32 for a purpose later to be described. Numeral 33 represents a twobowl carburetor, the purpose of which will also later be described. Numeral 34 designates a bell crank lever journaled in the side of the carburetor intake throat 33, as at 35. The upper end of the bell crank 34 is connected to the foot throttle by means of connecting link 38. The otherextremity of the bell crank 34 is loosely mounted as at 31 to one end of the plunger 38 (Fig. 20). A thermostat 38 is conveniently housed in the boxlike structure 40, said housing acting as an insulator for the thermostat 38 so that the temperature of said thermostat and the intake manifold will remain constant. The thermostat 83 is'se-.

curely attached by any suitable means near the intake manifold 3| as at 4|. Suitably secured to one end of the thermostat 38 is a lever 42, said lever being pivoted at 43, the lower extremity oflever 42 being loosely connected by means of a shoulder rivet 44 to the sleeve 45. Numeral 48 represents a vacuum control chamber that can be mounted upon the carburetor in any suitable manner. A conduit 41 is screw-threaded into the plate 48 on one end of the cylinder 46. A piston is mounted inside of the outer casing of the vacuum control chamber 45, the same being built integral with rod 50. Numeral 5| designates a yoke collar slidably mounted on the sleeve 52. At the other end of the rod 50 an abutting flange 53 is built integral with the rod 50. A coil spring 54 is interposed between the collar 5| and bracket 55, said bracket at its lower end having an aperture to receive the rod 50 and at its upper end an aperture to receive threaded screw 85. One end of the bracket 58 is suitably fastened to the vacuum control chamber housing 48 by means of a cap screw 51. (See Figs. 1, 2 and 6.) Yoke arm 58 is fulcrumed at 59 on bracket 58. The link 59a is pivotally connected to the yoke arm 58 'at 6|] and leads to the dash control arm 5% which is bolted on the dash by means of threaded bolt 59c. Rod 18 leads from metering control cam 18 to dash adjusting lever 58d, 59d being back of 59c and having a frictional washer interposed between 590 and 59d. Rod 59a is connected to control arm 58b by means of pin 58a and rod 18 is connected to control arm 59d by 'means of pin 88f. Bracket 58 is bent on one end to form a flange 8|, said flange being apertured to receive threaded screw 82. Interposed between the flange 5| and screw 52 is a wire terminal 63. A wire terminal 84 is also attached to bracket by instrument panel of which 54a indicates a light means of a threaded screw 55. (Figs. 2 and 6.) The shaft 59 is Joumaled into the wall on both sides of the carburetor neck below the venturi. A floating arm'.61j is mounted upon the shaft 56 and held in position by a collar 58 and pin 99. The arm 61.15 mounted'so that it may be freely moved upon the shaft 69. A governor arm 19 is ke'yed to the shaft 66 bymeans of the pin 1I. Mounted upon the lower extremity of the governor arm 19 is a pin '12, the purpose of which will be laterdisclosed. A-connecting link 13 is interposed between the floating arm 61 andthe.

flange 53 and is. pivoted by means of pins 14, 15. A metering control'cam' 15 is mounted on the carburetor throat 33 by means of the pin 11. Metering control cam 16 is-'connected to the dash by means of link 18, said link being pivotally mounted on the cam by means of pin 19. A thermostat control rod 89- has one end pivotally mounted to control arm-19 by.means'-of pin 9i,

' ,the other end of said control rod '89 being slidably mounted in sleeve 45. A.cqil.sprl.n 82 has one of its ends fastened to sleeve 45 and the other end to arm 99 and tends to keep the thermostat control rod 99 and sleeve 45 in taut relationship with one another. A light tension coil spring 93 is mounted between control. arm 19 and motor block (not shown) in any suitable manner. In an optional construction Fig. 5, control link 94 supplants control link 18 which is pivotally con nected as at 19 to the cam 13, Fig. 2, the other end of said link being formed integrally with the thermostat 85, said thermostat being suitably attached to any suitable place on the motor where it will come into contact withthe heatdispensed thereby. A

A further optional construction is shown in Fig. 6 of the drawings wherein reference character 95 indicates a link fork connecting cam 15 and forked rod 81, the upmr end of said fork having a plurality of notches broached therein, as at 89, to receive shoulder screw 99. Plvotally mounted to the lower end of the butterfly arm, I94 is one end of plunger rod 336. This rod 335 passes through aperture 331 in retaining cap 338 of oil reservoir cylinder 339. The other end of rod 333 is rigidly attached to. piston 349 which is slidably mounted within the inner hydraulic chamber 34I. A spring 342 is interposed between the piston 949 and the rear wall of the retaining cap 339. Reference character 343 indicates an oil inlet into the reservoir. Numerals 344, 345 indicate valve openings or suction inlet and discharge ports having needle valves 344a, 345a to meter said openings. Numeral 346 indicates a boss built integral with the outer body of the hydraulic cylinder 34I. A valve 341 is yoked with an aperture therethrough and pin 348 passes through said aperture and boss 346 thereby en-,

the washer 352 and valve body 359. The suction side of the casting 359 has a constriction 354 to meet the requirements, while a relief opening 355 is of greater diameter to allow for intake of atmosphere and to also allow piston 49 to go back to neutral position with greater rapidity.

Fig. 6a represents a fragmentary view of the operated by current in wire 54 in Figs. 2 and 6,

said light being grounded to complete the circuit.

Fig. 7 discloses a two-bowl carburetor showing the floats in closed position, said floats being designated by the numerals 99, 9|. Theiioats 99, 9| are mounted in the conventional manner. Needle valves 92, 93 may be adjusted to allow a variety of fuels to pass therethrough. Inlet ports 94, 95 are provided to allow motor fuels to enter the float chambers. Numerals 96, 91 designate adjustable metering valves. Intake fuel conduits 99, 99 lead into the venturi I99. Acontroi valve IN is interposed between the intake fuel conduits 99, 99, said control valve being part of the shaft 95 (Fig. 6). A butterflyvalve I92 is mounted on the shaft I93, said shaft being joumaled into the sides of the intake manifold in the customary manner. Numeral I94 designates a control arm which is operated in the usual manner from the foot throttle. A mal connector I95 and union nut I96 are provided to flt into the side of the intake manifold through a suitable aperture.

Figs. 8 and 9 disclose fragmentary v'iews showing the detailed operation of the valve I9I shown in Fig. 7.

Fig. 10 discloses another method'of handling the valve control, housing a plunger valve in the place of a rotating valve. A plunger valve I91 is mounted in the carburetor bowl in a vertical position, a stop pin I98 passes through the'valve I91 a suflicient distance to allow one end of the coil spring I99 to abut thereagainst, the lower end of said spring abutting against the boss H9.

'ings H5, H9 lead to the valve I91. A recess or well i1 is formed in the lower part of the car-' buretor bowl to allow free operation of, the plunger valve. A rocker arm 9 is mounted on top of the carburetor bowl by means of boss I I9, said boss having an aperture therein through which a pin I29 passes and also passes through link Hi. The upper end of link IN is connected to connecting link 13 by means of pin I22. A pin I23 is suitably mounted on link I 2I for engagement' with the curvature provided in the upper part of rocker arm H8. Thermostat control arm 89 is connected to rocker arm M8 by means of pin I24.

Figs. 11,- 12 and 13 illustrate a one unit fuel system wherein the metering mechanism and control system is built integral with the carburetor. This construction comprises an intake manifold I25 and a two-bowl carburetor I26. Mounted within the intake manifold I25 is the conventional type of butterfly valve I28, the same being mounted upon the shaft I29 and journaled in the sides of the intake manifold l 25. Mounted on the shaft I29 is a throttle valve arm I39, the same being linked in the usual manner to the accelerator (not shown). The lower portion of intake manifold I25 is curved inwardly to form a bottleneck venturi I3I. Mounted within the float chambers I32, I33 are two floats I34, I35, said floats being pivotally mounted as at I36, the floats being secured to float arms I31. The free end of the float arm I31 has a float pin I39 pivotally mounted on the arm I31 as at I39. Float pin I38 has a tapered end I 49 to permit the pin to seat in the intake boss I 4|. Numeral I42 designates a conventional metering plug having a hole bored through the same to permit the passage of the ill desired amount of fuel. A pair of inlet fuel 'passages I48, I44 are formed to allow fuel to pass from the carburetor bowls into the spray nozzles us, us. A needle valve In is set vertically into the carburetor bowl, the lower part of the valve being tapered as at I48 to seat in the conduit I48. A coil spring I50 is mounted upon the tapered portion of the valve to keep the weight off the same. A rocker arm I5I is pivotally mounted on the intake manifold by means of pin I52. Built integral with the intake manifold I25 is a cylinder I58 having a piston I54 and rod I55 mounted therein, said cylinder I58 having a sleeve I58a formed integrally with the cylinder. The lower end of the rod I55 has a flange I55 with two depending lugs I51, I58 formedthereon. A coil spring I58 is interposed between the adjusting collar I60 and the flange I58. The adjusting collar I80 is slidably mounted on the sleeve I58a and is held in any desired position on the sleeve by means of a lever I5I having its end forked, said forked lever being pivotally mounted to the manifold by means of pin I62. Numeral I581; designates a vacuum communicating channel from the vacuum chamber I58 into the riser I25 (Fig. 12). A light coil spring I58 is interposed between the flange I55 and pin I54. Lug I58 is slotted as at I65 to permit the free motion of pin I64. Valve I55 is pivotally mounted on bar I51 by means of pin I68. Arm I51 is pivotally mounted to the intake manifold by means of pin I58. The lower end of valve I66 is tapered and seats in boss I10. A thermostat control bar Ill is pivotally mounted within the carburetor bowls, one end of said bar being pivoted as at I12 and the other end of said bar being pivotally mounted as at I18 to thermostat push rod I14. The thermostatically controlled rod I1I has a slotted portion I15 to allow free movement of pin I16. A cylindrical valve cage I11 is screw threaded into the base of the carburetor. A ball check I18 is seated against the inlet spring I18 and ball I18 is held in position by spring I80. A push rod I8I is seated to come into engagement with the thermostatically controlled bar I" after thermostat has reached high temperature. On the lower portion of the valve cage I11 is a metering conduit I82 which communicates with conduit I88. Numeral I84 designates a metered opening into the main inlet passage to the float chamber for alcohol. Push bar I14 has a thermostat I85 mounted at its upper extremity by means of pin' I86. Thermostat control finger I81 has its lower end slotted as at I88 to receive guide pin I88. The control finger I81 is pivotally mounted to a rocker link I80 on pin I8I. Pin I82 connects controlflnger I81 and rocker link I80. Rocker link I80 is also pivotally mounted to push bar I14 by means of pin I88. A metering control cam I84 is pivotally mounted at I85 and at I86 to control link I81, the upper end of which is yoked, one side of the yoke being threaded to receive shoulder screw I88. The portion of the forked rod I88 through which shoulder screw I88 passes has formed therein semicircular openings to allow for adjustment of the shoulder screw I88. Also pivotally mounted to the forked rod I88 as at 200 is a forked rod 20I which leads to the dash control indicator.

Figs. 14, 15, 16 and 17 are fragmentary views showing the operation of the metering valves shown in Figs. 11 and 12, and the use for same will be explained in the portion 'of my specification dealing with how my device operates.

Fig. 18 discloses a special valve control which may be adapted to any carburetor to give a rich mixture at' wide 'open throttle up to moderate speeds from 25 to 85 miles per hour. Numeral 202 designates a cylinder built integral with the manifold I25. Housed within the cylinder 202 is a coil spring 208. Slidably mounted within the cylinder 202 is a cup-shaped piston 204. A rod 205 is loosely fitted to the piston 204 through an aperture 205 in the bottom of the cylinder. The rod 205 passes through an aperture 201 in the carburetor bowl I82 and terminates in a reduced stem 208, said stem fltting into an opening in the top of the screw threaded cap 208, which is attached to the main valve body 2 I0. The stem portion of the valve 208 contacts a ball check valve 2 which is seated upon a coil spring 2I2 above fuel conduit 2I8. A metering plug 2 is pressed into the bottom of the main valve body. A suction inlet 2I5 is formed in the wall of the intake manifold I25.

Fig. 19 discloses a hydraulic thermostat control valve comprising a thermostat body 2I8 which is connected to the lower part of the crank case 2". Numeral 2I8 represents an oil inlet passage to the thermostat control valve. Opening 2I8 is connected to the regular oiling system and is under constant pressure while the engine is in motion causing a pressure against thermostat plunger valve 2I8. Conduit 220 communicates with the cylinder 22I within which is slidably mounted piston 222 and rod 228. An L-shaped lever 224 is pivotally mounted on the cylinder body by means of bracket 225, and pin 225 said laigacket being secured to the body of the cylinder I. connected to sleeve 45 by means of a pin 44.

Fig. 20 discloses an alternate type of fuel control structure using an electrically controlled system. Reference numeral 228 designates a thermostat which operates the plunger 228, the plunger moves to the left and contacts contact point 280 which in turn is moved over until it contacts with contact point 28I thereby closing the circuit allowing the system to function. The housing 282 in which the contact points are housed is secured to the crank case 288 by means of the nut 284. the outer housing 282 is screwed into the main thermostat control body 285. Coil spring 285 is interposed between screw threaded cap 281 and thermostat control rod collar 288 which is built integral with rod 228.

Fig. 22 discloses a governor which is installed in the distributor 288 (Fig. 20) comprising a distributor drive shaft 240 upon which is mounted the governor, said governor having a collar 2 built integral with the shaft 240. Slidably mounted on the shaft 240 is a grooved collar 242. Weight links 248 are interposed between the two collars 24I, 242 pivoting on pins 244. A forked rod 245 is pivotally mounted on the distributor housing by means of the pin 245. Slidably mounted upon the wall 241 of the governor housing is a contact carriage 248. A pair of slots 248, 250allow the contact carriage to be moved to the desired adjustment. A contact plate 25I is mounted upon the carriage 248 and insulated therefrom. Lead wires 252, 258 are connected to the contact plate 25I in the usual manner. A connecting rod 254 connects the dash control 265 (see Fig. 27) with contact carriage 248 by means of L-shaped lever 258 which is pivotally connected to the inner wall of the governor housing by means of the pin 251. One end of the L- shaped lever 255 is pivotally mounted to the con- L-shaped lever supplants arm 42 and is Fig. 21 Illustrates adiagrammatic view of a carburetor showing the valve control of fuel. Numerals 232, 263'designate the float chambers and 264, 298 designate the floats supported in the usual manner. Numeral 263 represents the conventional type of needle valve found in earburetors. Numeral 287 represents the conduit running to the float chamber. Numeral 298 represents a pump chamber formed in the carburetor bowl, said chamber having slidably mounted therein piston 269 and plunger 38, a coil-spring 219 being interposed between the piston and the base of the pump chamber. Anaperture 2 is formed in the intake housing 292.

A check valve 213 and spring 274 abuts against the same. At the opposite end of the intake housing is another aperture 215 leading into the pump chamber 219. A discharge aperture 219 leads from the pump chamber to the spray nozzle conduit 218 and a. ball check valve 221 and spring 238 is interposed therein. Conduit 289 also leads into carburetor float chamber 262. This conduit is provided with the usual metering plug (not shown). constructed that fuel from both carburetor bowls will enter.

Referring to Fig. 24, reference numeral 282 designates pivot shaft for butterfly valve having pin 283 anchoring throttle control lever 284, said lever having a contact point 286, and being actuated by a connecting rod 281 pivotally mounted by pin 285. Contact point 286 is electrically connected to battery by electric wire 292. Contact lever arm 288 is floatably mounted on shaft 282 and held in position by cotter pin 291, a contact plate 289 being actuated by an adjusting rod 299, controlled on the dash conveniently located for the driver, said rod being pivotally mounted by pin 29I (Fig. 25). Contact plate 289 being electrically connected to thermostat contact point 239 (Fig. 23) by electrical wire 293.

Briefly the operation is as follows: Contact lever arm 288 Figs. 24, 25, act as the time element and is controlled by the driver through rod 299 (Fig. 20). If it is desired that electrical contact be made sooner than at normal operation, the lever arm 289 (Figs. 24, 25) revolves anticlockwise through rod 299 thus bringing the contact points 286 and 289 in a closer relation with one another and when the throttle is opened by revolving the throttle control lever 284 in a clockwise direction, contact will be made earlier,

allowing the electrical energy to pass through wire 293 to thermostat.

Referring to thermostat which acts as the heat control mechanism, allowing no electrical energy to flow through unless motor becomes heated to a, predetermined point, bi-metal strip 228 actuates rod 229 which in turn pushes plate 239 in contact with plate 23I closing the circuit and allowingelectiical energy to pass through wire 294, interrupter 299a and wire 29% to contact point 295a in governor shown in Fig. 24. said point being in constant contact with plate 248 except at high speeds of the engine, this allowing the electrical energy to pass through wires 252 and 263, which are in contact with plate 248 at terminal 25I. The electrical energy flowing through wire 253, which is connected with solenoid 2951: (Fig. 20) operates said solenoid which A metering valve to] is so in turn operates valve IIII in carburetor shown in Fig. 21.. At the same instant, energy also flows through\wire 262 which operates light 296 on dash. It can be readily seen that the light does not operate unless valve I9I functions allowing the operator to know when alcohol and gasoline are being blended.

Referring to Fig. 26 of the drawings, showing a diagrammatic view of the electrical circuit, reference numeral 298:; indicates the battery which is grounded at 298b, said battery supplying the electrical energy flowing through wire 292 to contact point'296, when contact is made with point 289v energy flows through wire 293 to contact point 239. The bi-metal thermostat 228 closes the circuit ,and allows energy to pass through contact points 239, 236 and wire 294 to an interrupter 294a through a wire 29% to governor which-is in contact at all times, except at high speeds. Energy then passes through wire 253 to solenoid 295 which is grounded to the ground terminal 299. The aforesaid solenoid actuatesrod 399 which is pivotally connected to link 3M which in turn revolves valve shaft 66.

Fig. 2'? represents a. control for the instrument panel. Numeral 265 designates a pointer pivotally mounted on the instrument board, by means of the pin 392, having a frictional washer interposed between the indicator hand and panel, and having a spring (not shown) between the back of the panel and the fastening means so that there is a constant tension against the pointer'keepin'g it in the desired adjusted posi-" tion at all times. Numeral 398 designates a. knob built integral with the indicator hand providing a convenient means for adjusting the needle. Numeral 3M designates a scale enabling the driver to note the diiference in the condition of his motor or the variation in the difierent types of fuel used. It is to be understood that there are two oi. these indicator assemblies on the instrument panel similar to the one shown in Fig. 27, one is to control the metering cam and the other to control the timing of the duration of the use of the fuel. Numeral 254 designates a connecting rod which connects the pointer 265 and the governor control shown in Fig. 22.

Fig. 28 is a diagrammatic view of a carburetor illustrating another method of injecting alcohol or other chemical compounds into the cylinders whenever the throttle is opened suddenly. Since I carburetors arevirtually the same construction in principle, reference numerals for similar parts will be the same as in Figs. 11, 12 and 13. Numerals I32, I33 designate the conventional type of float chambers having floats 99, 9| suitably mounted therein in the usual manner, and inlet valves 92, 93 mounted as shown. Floating L-arm 395 is pivotally mounted on butterfly valve shaft I93. The lower end of L-arm395 has pivotally connected thereto one end of connecting rod 36 by means of pin 396. At the other extremity of floating L-arm 395 is pivotally connected plunger rod 391 by means of pin 398. Rod 30! passes through an aperture 399 into float chamber I33 and through aperture 3! in cap 3 and terminates in piston 3I2. A spring 3I3 is interposed between piston 3I2 and plunger 3I4, said plunger being held in place by means of retaining screw 3I5. The plunger 3 is slidably mounted in the cylinder 3I6. Numeral 3II designates an inlet from float chamber I33 into the check valve chamber 3I8. A conduit 3I9 connects said check valve chamber and cylinder 3I6. A discharge conduit 329 leads to check valve chamber 32I.

Numeral 322 designates an assembly plug. Link 323 is pivotally mounted to butterfly valve shaft I83 at one of its ends, the other end of same being pivotally mounted to connecting rod 324 by means of pin 328. Spring828 is interposed between link 323 and adjustable screw 321 to adjust spring tension. Connecting rod 324 passes through aperture 328 into the float chamber I33 and terminates in piston 328. Numeral 338 designates the cylinder having a bleeder 33l and a check valve 332. Numeral 333 designates a metering plug for alcohol. Numeral 334 designates the alcohol advance spray nozzle.

In an alternate construction of Fig. 28, reference. numeral 388, Fig. 30, designates a butterfly arm having pivotally connected to the outer extremity, by means of the pin 381, the plunger rod 388 which passes through aperture 888 in the cap in the top of the float chamber I33. Rod 388 also passes through aperture 388 in the top of the screw threaded cap 3 of the. cylinder 382 and terminates into a piston disc 383. Fitted to one end of the valve stem 888 is another piston disc 384. Interposed between the discs 383, 384 is a spring 388, a washer 381 held by a pin 388 is freely fitted on the valve stem 388. A spring 388 is interposed between the washer and the lower part of the bowl. A valve stem. 388 is grooved as at 318 which constitutes a valve opening. Numeral 31i designates a metering plug. Numerals 312 designates a valve stem. which terminates in a disc 313 having pin 314 to abut against the same. A spring 318 is interposed between the disc and the lower part of the bowl. The valve stem is grooved as at .318 which constitutes a valve opening and which also registers with conduit 334 when valve stem 312 is actuated by a means to be later described. Connecting rod 38 is pivotally mounted to the carburetor arm 388 by means of the pin 311.

Fig. 29 discloses an exhaust manifold and carburetor intake manifold showing the thermostat control on the shutter which controls the temperature of the hot spot. This thermostat 318 (Fig. 32) is mounted on butterfly valve stem 318 and directly controls butterfly valve 38i,-Fig. 29. Numeral 388 designates the carburetor intake manifold. Numeral 383 designates a hot spot in the exhaust pipe and 382 indicates the intake manifold. Numeral 384 designates a thermostat housing. Numeral 388 (Fig. 33) designates a control arm and is anchored to valve rod 318 by means of a pin 388, said control arm being pivotally connected to rod 312 by pin 381.

Fig. 34 represents an alternate construction of Figs. 24, 25 of which reference numeral 388 indicates an auxiliary throttle control lever floatably mounted on shaft 388, said control lever being actuated by a throttle control rod 388, pivotaliy mounted at the lower portion of the auxiliary throttle control lever by pin 38L An arm 382 projecting from the upper portion of said lever is separated from a similar projection 383 of the throttle control lever 381 by spring 384, said spring being held in position by pins 388, 388.

The throttle control lever 381 is anchored to shaft 388 by pm 388 thus allowing said lever to directly operate valve 388. A weight 488 is permanently fastened to an arm 48l projecting in an opposite direction than arm 383 from the throttle control lever 381 and is so arranged as to keep valve in closed position.

A contact lever arm 482 is floatably mounted on shaft 388, said lever being actuated by control rod 483 which is pivotally mounted to lever arm by pin 484. Said contact lever arm having a contact point 488, which is mounted on auxiliary control rod 388 to meet and glide on said plate 488 in the arc contact point 488 forms when pivoted on shaft 888. The operation is as follows: when throttle control lever is suddenly actuated in an anti-clockwise direction the auxiiiary throttle control lever is pivoted on shaft 388 and operates arm 382 against spring 384 momentarily. The weight 488 holds the throttle control lever 388 in position until pins 388, 388 come in contact and then throttle valve has a positive action forcing said valve to open, meanwhile contact points 488 and plate 488 come in contact Just before pins 388 and 388 meet, thus allowing the electrical energy to pass through said contact points and operate valve ill momentarily before throttle valve opens.

The manner in which my device operates is as follows:

The motor is put into operation in the usual manner using regular gasoline. The power for operating the alcohol valve is furnished by the thermostat 38 acting through spring 82. when the motor has warmed up sufliciently the expansion of thermostat element 38 tends to rotate the valve shaft 88 counter-clockwise to open alcohol valve. The extent of opening movement of the valve is limited by member 18, controllable either automatically or manually from the dash, as shown in the different disclosed embodiments, to limit the quantity of admixed alcohol. Opening of the alcohol valve is also prevented until the flow of fuel mixture through the carburetor throat becomes suflicient, by the blocking arm 81 controlled by the piston 48. It will be seen that when the butterfly throttle valve is opened sufliciently and the pressure transmitted to cylinder 48 thereby raised high enough (by decreasing the vacuum in that portion of the carburetor throat into which line 41 opens) piston 48 is moved to the right (by spring 84) and the arm 81 thereby moved out of blocking position with respect to the pin 12, thereby freeing arm 18 to turn counter-clockwise to open the alcohol valve to whatever extent such movement is permitted by the member 18. If when the arm 18 is thus freed for opening movement, the engine is willciently warm so that the thermostat element 38 exerts a draw upon rod 88, the valve actuating arm 18 is moved thereby to open the alcohol valve, the pin 12 following the arm 81 until arm 18 is blocked by the member 18. Each sufllciently extensive opening of the throttle thus causes opening of the alcohol valve toa pre-determined degree and the injection of a calculated amount of alcohol.

In order to more rapidly diminish the pressure in cylinder 48 upon sudden opening of the butterfly valve, as in severe acceleration, a valve 341 (Fig. 6) for opening the line to the cylinder 48 to the atmosphere whenever the butterfly .valve is opened sufficiently is provided. and by thus sharply breaking the vacuum in cylinder permitting the piston 48 to move to the right more rapidly than it otherwise could, thereby more quickly releasing the valve actuating arm 18 to permit quicker injection of the intermixed fuel.

In Fig. 5 I have shown an alternate construction for the mechanism shown in Fig. 2. Instead of the manual control for operating the metering cam 18 as above described, I have here provided an automatic control. Instead of controlling the metering cam from the dash, as in metering cam 16 according to tbetemperature of the motor. To assist the operator in the economical use of anti-knock fluid, a signal light 64a (Fig. 6a) has been provided on the instrument panel. The light is provided to inform the operator when anti-knock fluid is being used,

thereby enabling him to economically adjust the use of this fluid and also the length of time that the anti-knock fluid is used. When piston 49 is in the neutral position, as shown in Fig. 2, the light on the dash is lighted because contact point 56 is in contact with contact point 6i. thereby closing the circuit and allowing current to pass through lead wire 68 to wire I54 and then to light 64a (Fig. 6a), said light 640. being grounded to complete the circuit. The light on the dash being on, the operator now knows that a mixture of gasoline and anti-knock fluid is being used. To assist the operator in making proper actiustment of the length of time that the anti-knock fluid is in use, I have provided an adjusting lever 66d (Fig. 1), said lever being connected to connecting rod 59a and connecting rod 59:; is pivotally mounted on one end of forked rod 58, the forked lar being slidably mounted on boss 52. When the lever 59d is moved downwardly the tension on spring 54 is lessened thereby cutting out the use of the anti-knock fluid and at the same time the circuit through lead wires 63, 64 is broken on account of contact point 55 moving to the left away from contact point 6i and the light on the instrument panel goes out. If it is necessary to increase the length of time that anti-knock fluid is in use the lever 59d should be moved in the opposite direction. This would cause a greater pressure on spring 54 thereby increasing the length of time that the anti-knock fluid is in use. It should be realized that this time element is of a very short duration because the above described apparatus is only in use while the car is being accelerated. The retractile spring 83 is for the purpose of keeping the metering valve 66 in a closed position when lever 42 is in a neutral position, as shown in Fig. 2.

Fig. 6 discloses an alternate means of controlling the valve rod 66. Instead of having two independent means of adjusting the metering valve III! I here show but one control lever 590. leading to the cowl or dash mechanism shown in Fig. 27. The general operation of this device shown in Fig. 6 is identical with the operation of the device shown in Fig. 2, but in Fig. 6 I show an adjusting cam 16 connected to forked rod 81 by connecting rod 86, and the two are controlled by lever 59a which leads to the dash. The forked rod 81 has the upper portion thereof broached with semi-circular openings to allow for adjustment. If rod 86 is adjusted on forked rod 81 to flt into the upper semi-circular opening you would allow for a richer mixture and if the rod were adjusted to the lower semi-circular opening you would allow for a leaner adjustment because there is'less travel of the metering cam when the rod 86 is in the bottom opening and more travel when therod 86 is in the top opening. The dash control with this construction would require but one lever on the dash instead of two as shown in Fig. 1 for controlling the apparatus. Conduit 41' connects cylinder 46 to the intake manifold I25 entering the same immediately above butterfly valve I I12. Interposed between the vacuum cylinder 46 and the butterfly valve I82 is a relief valve and control mechanism. When the butterfly valve I02 is suddenly opened,

' buretor.

piston rod 836. which is attached to said butterfly valve, moves to the-right causing suction in the rear end of the cylinder 3 and in turn draws relief valve 341 forward causing the opening 349, which is milled out of the stem, to register with opening 855, and atmosphere, thereby opening butterfly valve I02 the suction in chamber I25 above the butterfly valve does not release the vacuum in conduit 41 fast enough to allow piston {39 to release valve 66 and allow antiknock fluid to enter simultaneously with regular motor fuel. Openings 344, I145 in piston chamber 3M are adjustable with needle valves 344a. 48m for the purpose of controlling the length of time governor release valve 341 will remain in an open position.

In Fig. 7 I have shown a means for metering in the two-fuels simultaneously. Valve IN is so arranged that the fuel is drawn into passages 68, 98. Valve I8 I, Fig. 8, is so positioned that only ordinary gasoline will flow into the spray nozzle. Fig. 9 illustrates a valve so positioned to allow anti-knock fluid and ordinary gasoline to enter the intake manifold simultaneously through the spray nozzle.

In Fig. 10 is disclosed another form of metering the two fuels into a single ,spray nozzle. In this form I use a different type of spray nozzle, the valve control being away from the air passage and is built integrally with the carburetor bowl. Normally conduit H6 is open at all times and opening H2 in plunger I01 is aligned with said conduit. As the temperature of the engine increases, rod 88 is actuated by thermostat 39 (Fig. 6) upwardly to pivot rocker arm II8 on pin I20 thus actuating plunger rod I01 in a downward movement and allowing opening III to partially align with conduit I I5. Itcan readily be seen that there will be a variation in the alignment made by the constricted portion III of the plunger valve I81 depending on the adiustment of cam 16 by operator through rod 18.

Through this same action alignment made by opening II2 with conduit H6 is restricted, in proportion with the opening made by constricted portion III of plunger valve I81. Through the foregoing it' will be seen that the amount of anti-knock fluid used in proportion with the ordinary gasoline can be regulated by the driver through the metering action of cam 16. Rod I2I having pin I23 performs the same functions as the arm 10 with pin 12, this having the same vacuum control of valve I81 'as previously described in Fig. 6.

Figs. 11, 11a, 12, 13 and 14 illustrate a one unit fuel system wherein the metering mechanism and control system are built-integrally with the car- When the engine is cold, needle valve I41 is always in open position, being held upwardly by spring I50. As the engine heats, thermostat I expands actuating rod I14 downwardly on pivot I13 which in turn actuates bar "I on slot I88. Bar I61 is pivoted on pin I69 by spring I53 allowing said bar to-lift valve I43 upwardly.

- for the fluid to flow through as shown in Figs. 15, 16 and- 1'1. Vacuum control operating bar I31 regulates the control of valve I40 and is the same as previously described in Figs. 2 and 6.

I! at any time a condition arises where the engine is too cold to operate thermostat ill and a wide open throttle is used, the pressure responsive valve actuating motor will pivot rocker arm I5I on pin I52 and close valve I41, said rocker arm Ilii being positively connected to lug I" (Fig. 11) by means of a pin I52. The amount of suction created by a wide open throttle is sufficient to draw enough gasoline through inlet conduit I43, Fig. 12, through metering plug 142 and spray nozzle I45. In the ordinary functioning of carburetors now in use: the idling jet coupled with the regular flow of fuel through the venturl, allows a heavy spray of gasoline to go through to the engine. resulting in'incomplete combustion and a waste of gasoline. As

the throttle is opened and a high vacuum invacuum control.

creases the supply of gasoline, the amount of waste is aggravated, all of this being eliminated by the arrangement used by me previously described. The flow of the fuel is as follows: When the engine is cold ordinary gasoline flows through conduit I43 and inlet conduit I43 directly from the bowl into spray nozzle I45 to the venturi.

As the engine heats, conduit I43 is closed and ordinary fuel flows at all times through inlet conduits I43 and spray-nozzle I45. Simultaneously valve- I" is opened allowing the anti-knock fluid to pass through opening I84 to conduit I43 into venturishown in Fig. 13, said flow of antiknock fluid being regulated by the action of the At exceptionally high speeds thermostat I85 is heated to an extreme temperature actuating rod I14 and bar I'll further downwardly to abut bar III against push rod III opening ball check I18 allowing an increased proportion of anti-knock fluid to flow through conduit I82, I83 and I45 to venturi.

Fig. 18 is an alternate construction of valve I41 (shown in Figs. 11 and 12) in which a vacuum control directly operates ball check valve. When the low vacuum is formed in the riser the piston 204 in cylinder 20I is held in a neutral or downward position by spring 203 forcing ball 2 downwardly through rod 205 and reduced portion 200, thus allowing ordinary fuel to flow through said valve at low vacuum. As the vacuum increases piston 204 operates upwardly allowing ball 2 to seat closing said valve, the ball being actuated by spring 2I2 thus allowing ordinary fuel to flow through inlet conduit I43 only, thereby reducing the flow of gasoline at high vacuum. This has the same advantage as previously described for reducing fuel supply at high vacuum.

Fig. 19 illustrates a hydraulic operation for control rod 30 supplanting the thermostat 39 shown in Figs. 2, 4 and 6. When the engine is cold piston 2i! closes oil inlet 2I3. As the temperature rises in the oil chamber the thermostat 2i! operates plunger valve 2I3 aligning its reduced portion with oil inlet 2I3, said oil inlet being directly connected to oil pump thus having a constant pressure on the oil flowing through inlet 2". As the reduced portion of plunger 2i! aligns with conduit 2i! the oil flows through a conduit 220 into a cylinder 22I forcing piston 222 upwards thus actuating L-shaped lever 224 fulcrumed at 224 actuating the sleeve 45 which is pivotally connected at the lower extremity of L-shaped lever 224 by pin 44 Figs. 20 to 27 illustrate a two fuel control system in which electrical energy supplants vacuum as a medium for operating the foregoing invention. It differentiates in'the fact that alcohol is allowed to how with a certain amount of regular gasoline spasmodically or intermittently. In engines with considerable increase in compression.yhigher than the special high compression engines made for use with anti-knock fluid used today. alcohol, to be of any value, a mix ture of at least 20 to 30% of said fluid and '70 to 80% of ordinary gasoline must be allowed to flow into the cylinders and when such a mixture mixture which would not add appreciably to the value of the performance of the engine, it is the purpose of this construction to allow only the momentary spurts needed to flow in the cylinders, the operation of which is as follows: As the engine is started and heats up, the thermostat 220 functions and'actuates the rod 220 forwardly to actuate contact point 230 to meet contactpoint .23I thus closing the contact and allowing a steady flow of current to flow through said thermostat. When the throttle control is operated and contact is made with point 206 and plate 280 current can then flow through wire 233 through the thermostat into the governor which is in contact at all times except at exceptionally high speeds, said contact isvariable and can be adjusted through the adjusting mechanism on dash which has a rod 254 pivotally connected thereto, said rod being actuated by the movement of adjusting pointer 255. L-shaped lever 255 being pivoted on pin 251 by rod 254 operates the carriage 243 upwardly, said carriage having a contact plate 25i housed into it and said contact plate being constantly in contact with point 295a. As the carriage moves upwardly the period of contact is reduced. Rod 245 having contact point 285a at its outer extremity is pivoted on pin 246 by a governor which slides collar 242 upwardly on shaft 240. As the speed of said shaft increases and weight links 243 are forced outwardly by the centrifugal force, said weight linlm 243 being pivoted on pin 244. It canreadiiy be seen that contact point 258a describes an arc and as contact plate on carriage is moved upwardly the arc of contact is also shortened thereby the flow of electrical energy is interrupted and ordinary gasoline is used much sooner. While the governor is in contact electrical energy flows through wires 284D to wires 252, 253. Wire 253 leads to solenoid 295b, said solenoid operating a connecting rod 300 having a link "I pivotally connected thereto. said link operating shaft 55 and valve i0I. Wire 252 leads to the dash and. is connected to light 286 which operates simultaneously with valve IOI giving the operator 9. signal when alcohol is used. Plunger 35 (Fig. 21) is of the conventional type and will not be elaborated on.

"stead, of allowing a steady flow of the aforesaid cuit breaker 294a has been inserted to interrupt the flow of current spasmodically operating valve llll on shaft 66 reciprocally giving the flow of alcohol an intermittent action.

Figs. 2a to 36 illustrate a method whereby alcohol may be injected into the riser momentarily before the throttle 'is opened, the purpose of which will be later described. As throttle control lever 36 is actuated, arm 305 floats on shaft I03 operating a rod 39'! forcing piston 3l2 downwardly, said piston forcing gasoline through conduit 320 through ball check valve 32l into conduit 334. Link 323 being solidly connected to shaft I03 is forced downwardly when arm 385 comes in contact with said link opening butterfly valve I82, said link being connected with a dash pot unit by rod 324. It can readily be seen that alcohol is injected to the venturi momentarily before butterfly valve opens thus allowing anti-knock fluid to flow through the riser atthe same instant butterfly valve opens. Ordinarlly if fluid is injected at the same time butterfly valve opens the fluid must travel from the float chamber through the venturi up to the riser. The time taken by the flow of said gasoline forms a period of hesitancy in which the engine seems to buckle until said charge of gasoline reaches the cylinder. The operation of my invention eliminates this momentary buckling.

Carburetor shown in Fig. 28 is so shaped and arranged as to have the anti-knock fluid bowl forwardly to take advantage of the forward movement of the car allowing the anti-knock fluid to flow more easily and quickly than the;

ordinary fuel to combustion chamber.

Figs. 30 to 33 illustrate an alternate construction in which the alcohol is taken directly from fuel line utilizing pressure usually found in said fuel lines. When the engine is cold and butterfly valve 38! assumes an upward position shown in Fig. 29 and deflects the exhaust downwardly shown by arrows to a hot spot 383. As hot spot heats up and spiral thermostat 318 begins to expand, butterfly valve 38l closes, this allows the heat of the exhaust to come in contact more quickly with the hot spot. Thermostat 318 being anchored to shaft 319 which operates valve 38l, and also control arm 386 being anchored to said shaft 319 by pin 385. Valve stem 382 being pivotally connected to arm 386 by pin 38! is actuated downwardly aligning groove 316 with conduit 334, (Fig. 30). As throttle control rod 36 is actuated suddenly, it forces the disc 363 against disc 364 and spring 366. Piston disc 364 being forced downwardly operating valve stem 365 downwardly aligning groove 318 with conduit 334. Pressure on gas line forces gas through conduit 334 through metering plug 3'" into venturi in a fine spray. This spray being under pressure has an action quick enough to perform almost "the same operation as carburetor shown .in Fig. 28.

Figs. 34 to 36 inclusive show an operation which may be utilized in the electrical system. As throttle control arm 388 is actuated suddenly by rod 390 in a clockwise direction, arm 392 forces against spring 394 which contacts and allows pins 395, 396, to come in contact from then on giving arm 393 a positive action downwardly.

'it most economical and practical.

Lever 391 is positively connected to shaft 399, said lever 39! having an arm 4M having a weight 400 attached to its outer extremity, this weight and forward movement of car, tends to keep butterfly valve 399 in a closed position and also holds arm 392 in a fixed position until spring 394 is compressed. While said spring 394 is being compressed, contact is madebetween contact point 306 and contact plate 405'allowing valve" Illl' (Fig.

21) to open momentarily before butterfly valve" 399 opens. It can be seen that this operation The ordinary anti-knock fluid in common use today is of a weak nature, and to be of any beneknock fluid economically, as said fluid is only injected when most needed and from the smallest to the largest quantities are governed by the strength of the anti-knock fluid so as to make The adjustments are so sensitive that the changes in the motor temperature and the incoming air in the combustion chamber require different blends of fuel and are economically and scientifically taken care of by said adjustments.

Formerly the carboning of an engine required either an anti-knock fluid to prevent a ping or the removal of the carbon by manual means. When using an anti-knock fluid, a fluid of sumcient strength is required to overcome a ping when the engine is stressed, which is absolutely essential, and yet said stress occures so seldom tends to duplicate the same function as in Fig. 28.

to. make the use of anti-knock fuel too expensive have it removed, there is a waste of time, energy and a certain expense objectionable to anyone.

Most of the trouble from carbon is removed by the use of my device. Ordinary fuel may be used over the longer period of ordinary driving and when the engine is stressed in picking up or in any other way, the anti-knock fluid injected at that interval has a tendency to soften the carbon which removes any objectionable detonation in the engine. I do not claim that carbon troubles have been entirely eliminated, but' it is my contention that said carbon troubles have been greatly reduced and by the use. of my device you postpone the eventual removal of carbon by either a special solution poured into the combustion chamber or through manual means,said postponement making the use of an exceptionally high compression engine economical and practical. From the foregoing it can' readily be seen that disregarding the quantity'of the ordinary fuel used, the blend 'of the anti-knock fluid with the ordinary fluid can be regulated to overcome any condition of motor or temperature.

I have also disclosed a means to cause the governor vacuum relief valve to open prior to the opening of the butterfly valve in the riser of the carburetor so that anti-knock fluid valve may be opened early enough to allow anti-knock fluid 'to enter the combustion chamber prior to common gasoline. Also means to provide for a sudden gush of anti-knock fluid to enterthe manifold by means of a valve which controls said fluid by pressure caused by the fuel pump and controlled by pressure on the foot throttle connected to the butterfly valve, and means to retard a portion of the suction action on common gasoline when anti-knock fluid is brought into action.

In Fig. 6 springs 82 and 54 are so constructed that when car is operated at 50 to '70 miles per "*ncmz'wideopen or nearly wide open throttle,

- miles per hour.

piston ll movesgradually' to left, thereby increasing tension on spring I and I! which in turn moves metering valve 80 to a closed position as engine speed increases and vacuumin mani-. fold III also increases, 'thereby gradually decreasingtheuseofalcoholinproportiontothe decrease of the pinging motor.

Operation of the dual fuel system is as follows: when motor is not in operation alcohol valve is held in a closed position by thermostat, engine is started onlow grade motor fuel. when temperature of engine has reached a pre-determined point, thermostat moves against spring tension which causes alcohol valve to open whenever it is released by manifold pressure operated thru governor control. The proportioning of the two fuels is accomplished by adjustment from driver's seat by moving hand adjusting lever within his reach. Adjustment is made while'motor is operating at wide or nearly .wide open throttle when sound from combustion chamber at or slightly before pinging occurs.

Length of time alcohol is used on adjusted setting made by operator after which time pressure in manifold operates valve to open to adjusted position or against adjustment cam. Fuel mixture does not vary when once adjusted during ordinary driving speed.

The pressure breaker valve is adjusted to release sumcient alcohol to a speed of about forty milu per hour which means that alcohol is cut off at about miles per hour there being sumcient alcohol in manifold and-combustion chamber to quench the ping up to approximately 40 At higher speed the manifold pressure action is more constant, it however increased with engine speed wide or nearly wide open throttle. when adjustment on cowl is .made for higher speed the alcohol discontinues gradually in proportion as pinging disappears and also in advance of pinging.

It must be understood that when car operates in city traillc, manifold pressure is constantly changing, therefore pressure breaker valve is used ahead of governor to control alcohol passage which causes slugs of alcohol to come in contact proportionately with low grade fuel at or before pinging tage to quench pinging, resulting in the use of the least amount of alcohol.

It is possible to eliminate the pinging with pressure breaker valve under almost any driving Thisis accomplished by stepping down and holding throttle valve open. The pressure breaker valve is adjusted to release sufllcient alcohol for a few seconds or up to a speed of about miles per hour when pinging may appear at wide or nearly wide open throttle by releasing foot pressure suddenly and applying it in like manneralcohol action will; be. repeated in like tions as well as plus pressure variations.

It will be understood that the examples-shown in the drawings are merely illustrative and that the invention is not limited to the specific constructional details of such example, but that also depends Or it might be termed minus pres-.

many changes, yariations and modifications may be resorted to 'without departing from the prin- 'ciples of the invention.

I claim:

.1. In combination with an internal combustion engine having a fuel feeding system, a fuel inlet and a throttlefor controlling the fuel inlet and so the engine, means. for supplying a plurality of fuels to the fuel inlet, means including a valve for controlling the flow of one of said fuels independently of another and selectively releasable means limiting opening movement of said valve.

2. In combination with an internal combustion engine having a fuel intake portion, electric means for independently feeding a plurality of.fuels to said'intake, electric means for controllingly varying the quantity of one fuel fed to said intake relatively to another, including a valve controlling the flow of said controlled fuel,

- thermostat means for operating said valve at a predetermined temperature and means for closing said valve at exceptionally high speeds.

3.. In combination with an internal combustion engine having two fuel feeding means, means for supplying one of said fuels constantly durin the operation of said engine, means for causing the other of said fuels to be supplied automatically in advance of pinging conditions, means to cause the supply of said last named fuel to be discontinued automatically.

4. In combination with an internal combustion engine having two fuel feeding means, means for,

in advance of pinging conditions, means to cause the supply of said last named fuel to be discontinued automatically prior to the end of pingin conditions.

5. The combination with an internal combustion engine having a throttle controlled fuel inlet and a fuel feeding jet in communication with said inlet, of means for feeding two fuels to said jet including means for insuring a supply of one of said fuels constantly during the operation of said engine and means connected with said throttle for insuring a supply of the other of said fuels at said jetin advance of the opening of said throttle.

6. In combination with an internal combustion engine havinga throttle controlled throttle actuating means, a fuel inlet and a jet for delivering fuel to said inlet, two fuel feeding means in communication with said jet, valve means for controlling the supply of said two fuels to said jet, means for connecting said valve means to said throttle actuating means to cause said valve means automatically to insure a supply of one of said fuels constantly but in varying quantities to said jet during the operation of said engine depending upon the'engines operating conditions and to insure a supply of the other of said fuels at said jet in advance of the opening of said throttle when said throttle is quickly actuated towards opened position.

"I. In combination with an internal combustion engine having a throttle controlled throttle actuating means, a fuel inlet and a jet for delivering fuel to said inlet, two fuel feeding means in communication with said jet, valve means for controlling the supply of said two fuels to said jet, means for connecting said valve means auto- 'matically to insure a supply of one of said fuels constantly but in varying quantities to said let during the operation of said engine depending upon the engine's operating conditions and to insure a supply of the other of said fuels at said jet in advance of the opening of Said throttle when said throttle is quickly actuated towards opened position and electrically operated indicating means responsive to pressure variations in said engine.

8. In combination with an internal combustion engine having two fuel feeding means, means for supplying one of said fuels constantly during the operation of said engine, means for causing the other of said fuels to be'supplied automatically in advance of pinging conditions and gradually in proportion as pinging disappears with increase engine speed, with wide or nearly wide open throttle.

9, In combination with a high compression internal combustion engine having two fuel feeding means, one for lowgravity and one for high gravity fuels, means for supplying one of said fuels constantly during the operation of said engine, means for causing the other" of said fuels to be supplied automatically in advance of pinging conditions, means to cause the supply of said other fuel to be discontinued automatically prior to the end of pinging conditions, means for increasing low gravity fuel at wide or nearly wide open throttle and. discontinuing the same when the engine has passed moderate speed.

EpMuNn E. HANS. 

